Locomotive.



No.785,035. I PATENTED MAR.14,1905.

P. F. DUNDON.

LOGOMOTIVE.

APPLICATION IILED FEB. 21, 1903. RENEWED JAN. 3. 1905.

7 a 15 7 1s 1 a NITED STATES Patented March 14, 1905.

ATENT OFFICE.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 785,035, dated March 14, 1905.

Application filed February 21 1903. Renewed January 3, 1905. Serial No. 239,466.

To all 1071,0712 it ntmy'conccrn:

. plying and controllingdraft to the fire and for other useful purposes hereinafter explained.

The improvement consists in a controllable air pipe or conductor to receive air at the front in the line of the engines forward movement and reverse thereto, connecting to the ash-pit beneath the furnace at the rear, provided with a valve or damper and, a hinged hood operated in conjunction therewith from the cab, whereby the vertical or normal chimney or smoke-flue of the engine can be bared to produce a free vertical blast in the usual manner or be connected with the horizontal air-conductor, so the sparks and gases of combustion may wholly or in part, with an added quantity of fresh air, be conducted to the furnace of the engine.

The objects of the invention are to provide a locomotive-engine that can be operated in the usual manner with a vertical chimney and exhaust-blast or by a forced draft of fresh air caused by the forward speed of. the engine sent with unburned gases or combustible matter to the furnace and in this manner conveying all smoke, cinders, and live sparks to the ash-pan under the grate of the boiler instead of into the windows of coaches when passing through tunnels, snow-sheds, under bridges, or other inclosed places where the discharge from the chimney would be obnoxious or dangerous or at all times when the speed of the engine is sufficient to cause the required draft. To the attainment of these objects I provide devices substantially as shown inrthe drawings herewith forming a part of this specification.

Figure I is a side elevation showing the application of my improvements to a common locomotive-engine; Fig. II, a partial rear view of the same engine, showing especially the airdncts from the front and theirconnection to the furnace; Fig. III, a side view, partially in section, showing the air-duct in position to return or circulate unburned gases or combustible matter and receive fresh air from the front. Fig. IV shows the same parts in position to allow a normal and free vertical escape of the smoke and residual gases of combustion.

Reverting to Fig. I, 1 is the boiler; 2, the locomotive-chimney; 3 and 4, horizontal and vertical portions of the air or draft conductor; 5, the.cab; 7, the steam-dome, and8 the 'lamp or headlight.

The under gearing and wheels are indicated by dotted lines.

At the front end or the horizontal portion 3 of the air-pipe it is attached to the chimney 2 by a bracket 9 and is provided with a hood 10, pivoted at 12 on the standards 13, attached to the chimney 2. This hood 10 can be turnedto the positions shown in Figs. III and IV and is operated by a crank 14, attached by a link 15 to a second crank or lever 17, that operates the hood in conjunction with the valve or damper 19 in the pipe or conductor 3. This pipe or conductor 3 and its downward-extending branches 4 can be of any size or section that the operating conditions demand, such as the volume of fresh air to pass through it and the space available. The sides 4 are preferably made of an oval or fiatted section to reduce the room occupied transversely or outside the boiler 1 The branch pipes4 enter the ash-pan 20, from where the air and returned gases pass upward through the grates in a heated condition, the hood 10 being in the position shown in Fig. I and receiving air With a pressure in proportion to the forward speed of the locomotive.

In the main pipe 3 is placed a valve or damper 19, that, as before explained, operates coincidently with the hood 10 and is closed when the latter is in the position shown in Fig. IV, the vent of the chimney 2 being in this case upward and open in the usual man- Fig. V is a top plan view of Fig. IV, v and Fig. VI a similar plan View of Fig. III.

ner of operating. In ordinary use there are economic advantages in operating with the pipe 3 open, as in Figs. I and III. The blast or draft is heated, a portion of the unburned products of combustion are consumed, and no smoke or sparks escape from the chimney. In case the locomotive is to be operated in the usual manner the attendant in the cab pulls the rod 18, closing the damper or valve 19 and swinging the hood 10 to the position shown in Fig. IV. The engine will then operate in the usual manner.

The hood 10 is made of a semicircular section, with tangential extensions 11, that pass along the sides of the chimney 2, as shown in Fig. V. The conical or flaring mouthpiece forming the front of the pivoted hood 10 is for the purpose of offering a greater area than does the pipe itself for catching sparks, also to collect and convey a greater quantity of air through the pipe 3.

The ash-pan 20 is provided with the usual front and rear doors 22 and 23, that are opened and shut accordingly as the draft is In this manner it will be seen that a loco motive-engine can be almostinstantly changed from operating in the usual way to the use of my improvements, giving a forced draft from inrushing air, suppressing smoke and sparks, partially heating the air supplied to the grates, and returning unconsumed combustible gases to the furnaces, also producing a forced draft through the grates in proportion to the forward speed of the engine.

Having thus described the nature and objects of my invention and the manner of its application, what I claim as new, and desire to secure by Letters Patent, is

1. In a locomotive-engine, in combination with the vertical smoke-flue, a horizontal flue leading to the rear of the engine, branch connections leading thence to the ash-pan, a hood, 10, pivoted in the angle between said vertical and horizontal flues, and means for turning said hood through an arc of ninety degrees, from the cab, whereby it is made to form a continuation of the vertical or the horizontal flue alternately as desired, and the products of combustion are sent to the atmosphere or to the ash-pan at will, substantially as specified.

2. In a locomotive-engine, in combination with the vertical smoke-flue, a horizontal flue leading to the rear of the engine, branch connections leading thence to the ash-pan, ahood pivoted in the angle between said vertical and horizontal flues, a damper in said horizontal flue, and means for turning said hood and damper through an arc of ninety degrees, from the cab, whereby the hood is made to form 'a continuation of the vertical or horizontal flue alternately as desired, and the products of combustion are sent to the atmosphere or to the ash-pan at will, substantially as specified. Y

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

PATRICK F. DUNDON.

Witnesses:

EMMET B. GAVIN, THOMAS ECCLES. 

